Airdock soft capture

ABSTRACT

A soft capture system for moving a transportation vehicle to an airdock in a high-speed, low-pressure transportation system, wherein the airdock provides a pathway for off-loading and loading of passengers and/or cargo to the transportation vehicle. 
     he soft capture system includes a movement system operable to reduce a gap between the transportation vehicle and the airdock and to align the airdock with a door of the transportation vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims the benefit of U.S. ProvisionalApplication No. 63/017,982, filed Apr. 30, 2020, the contents of whichare expressly incorporated herein by reference in their entirety.

BACKGROUND OF THE DISCLOSURE 1. Field of the Disclosure

The present disclosure relates to a soft capture in an airdock assembly,and more specifically relates to a soft capture of a transportationvehicle to an airdock assembly for a high-speed low-pressuretransportation system.

2. Background of the Disclosure

As the development of high-speed low-pressure transportation systemscontinue, problems as to how a Pod is positioned for securely connectswith a transportation system station for off-loading passengers and/orcargo need to be solved.

Thus, there is a need for a soft capture system for a Pod in ahigh-speed low-pressure transportation system.

SUMMARY OF THE EMBODIMENTS OF THE DISCLOSURE

Aspects of the disclosure are directed to a soft capture system for aPod in a high-speed, low-pressure transportation system.

By implementing aspects of the disclosure, the Pod is positionedrelative to the airdock for subsequent connection.

Aspects of the disclosure are directed to soft capture system for movinga transportation vehicle to an airdock in a high-speed, low-pressuretransportation system, wherein the airdock provides a pathway foroff-loading and loading of passengers and/or cargo to the transportationvehicle, the soft capture system comprising a movement system operableto reduce a gap between the transportation vehicle and the airdock andto align the airdock with a door of the transportation vehicle.

In embodiments, the movement system is operable to move thetransportation vehicle relative to the airdock to reduce the gap betweenthe transportation vehicle and the airdock.

In additional embodiments, the movement system is operable to move theairdock relative to the transportation vehicle to reduce the gap betweenthe transportation vehicle and the airdock.

In yet further embodiments, the movement system is operable to engagewith the transportation vehicle to move the transportation vehiclerelative to the airdock.

In some embodiments, the movement system is operable to move thetransportation vehicle laterally to move the transportation vehiclerelative to the airdock.

In embodiments, the movement system comprises a plurality of linkagemechanisms arranged on the airdock, each linkage mechanism comprising anengager configured for engaging with a corresponding capture hookengagement on the transportation vehicle.

In additional embodiments, the movement system further comprises atleast one tensioning mechanism connected to each linkage mechanism,wherein the transportation vehicle is moved laterally relative to theairdock by tensioning mechanisms.

In yet further embodiments, the movement system is operable to move alanding pad on which the transportation vehicle is engaged with to movethe transportation vehicle relative to the airdock.

In some embodiments, the movement system is operable to swing thetransportation vehicle around a pivot to move the transportation vehiclerelative to the airdock.

In embodiments, the movement system comprises an actuator operable to:retract the landing pad to pull the transportation vehicle upwardlyaround the pivot to move the transportation vehicle towards the airdock;and extend to allow the transportation vehicle to move downwardly aroundthe pivot away from the airdock.

In additional embodiments, the movement system is operable to pull thetransportation vehicle while the transportation vehicle is arranged on alanding pad, wherein the landing pad has an inclined landing surfacethat inclines upwardly towards the airdock.

In yet further embodiments, the movement system comprises an actuatoroperable to engage with the transportation vehicle and: retract to pullthe transportation vehicle upwardly along the inclined surface to movethe transportation vehicle towards the airdock; and extend to allow thetransportation vehicle to move downwardly along the inclined surfaceaway from the airdock.

In some embodiments, each of the airdock and the transportation vehicleinclude at least one of alignment projections and alignment recessesthat are operable to align the airdock with the transportation vehicleas the gap is reduced.

In embodiments, the soft capture system is operable to reduce the gapbetween the transportation vehicle and the airdock while thetransportation vehicle is landed on a landing pad.

In additional embodiments, the soft capture system is operable to reducethe gap between the transportation vehicle and the airdock while thetransportation vehicle hovers at a distance from a landing pad.

In yet further embodiments, the movement system comprises a suspensionand guideway operable to move the airdock relative to the transportationvehicle to reduce the gap between the transportation vehicle and theairdock.

Additional aspects of the disclosure are directed to a method ofoperating a soft capture system for moving a transportation vehicle toan airdock in a high-speed, low-pressure transportation system, whereinthe airdock provides a pathway for off-loading and loading of passengersand/or cargo to the transportation vehicle. The method comprisesreducing a gap between the transportation vehicle and the airdock andaligning the airdock with a door of the transportation vehicle.

In embodiments, the reducing the gap between the transportation vehicleand the airdock comprises moving the transportation vehicle relative tothe airdock.

In additional embodiments, the reducing the gap between thetransportation vehicle and the airdock comprises moving the airdockrelative to the transportation vehicle.

In yet further embodiments, the reducing the gap comprises moving alanding pad on which the transportation vehicle is engaged with to movethe transportation vehicle relative to the airdock.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features which are characteristic of the systems, both as tostructure and method of operation thereof, together with further aimsand advantages thereof, will be understood from the followingdescription, considered in connection with the accompanying drawings, inwhich embodiments of the disclosure are illustrated by way of example.It is to be expressly understood, however, that the drawings are for thepurpose of illustration and description only, and they are not intendedas a definition of the limits of the disclosure. For a more completeunderstanding of the disclosure, as well as other aims and furtherfeatures thereof, reference may be had to the following detaileddescription of the embodiments of the disclosure in conjunction with thefollowing exemplary and non-limiting drawings wherein:

FIG. 1 shows an exemplary Pod Bay branch layout including an overheadview of an embodiment of two portal branches having eight Pod Bays and across-sectional view of the portal branches of the Pod Bay in accordancewith aspects of the disclosure;

FIGS. 2A and 2B show views of an exemplary and non-limiting airdockassembly in accordance with aspects of the disclosure;

FIGS. 3A-3D show exemplary top views of a process of a Pod engaging witha Pod Bay airdock in accordance with aspects of the disclosure;

FIG. 4 shows an exemplary soft capture system for an airdock inaccordance with aspects of the disclosure;

FIGS. 5A and 5B show exemplary views of elements of the soft capturesystem in accordance with aspects of the disclosure;

FIG. 6 shows an exemplary track hanger soft capture system in accordancewith aspects of the present disclosure;

FIG. 7 shows an exemplary track hanger hydraulic circuit in accordancewith aspects of the present disclosure;

FIG. 8 shows an exemplary schematic depiction of a track hanger softcapture system in a receiving position (or sending position), an airdockengagement position, and in a sending position (or receiving position)in accordance with aspects of the present disclosure;

FIG. 9 shows an exemplary schematic depiction of a track slide softcapture system in a receiving position (or sending position), an airdockengagement position, and in a sending position (or receiving position)in accordance with aspects of the present disclosure;

FIG. 10 shows various view of an exemplary airdock suspension softcapture system in accordance with aspects of the present disclosure;

FIG. 11 shows a top schematic view of the ASU and attached joggingactuators in a range of possible positions in accordance with aspects ofthe disclosure;

FIG. 12 shows a schematic cross-sectional view of a Pod in the Pod Baywhile being moved away from the airdock and returning to a home/takeoffposition in accordance with aspects of the disclosure; and

FIG. 13 shows an exemplary environment for practicing aspects of thepresent disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS OF THE DISCLOSURE

The following detailed description illustrates by way of example, not byway of limitation, the principles of the disclosure. This descriptionwill clearly enable one skilled in the art to make and use thedisclosure, and describes several embodiments, adaptations, variations,alternatives and uses of the disclosure, including what is presentlybelieved to be the best mode of carrying out the disclosure. It shouldbe understood that at least some of the drawings are diagrammatic andschematic representations of exemplary embodiments of the disclosure,and are not limiting of the present disclosure nor are they necessarilydrawn to scale.

The novel features which are characteristic of the disclosure, both asto structure and method of operation thereof, together with further aimsand advantages thereof, will be understood from the followingdescription, considered in connection with the accompanying drawings, inwhich an embodiment of the disclosure is illustrated by way of example.It is to be expressly understood, however, that the drawings are for thepurpose of illustration and description only, and they are not intendedas a definition of the limits of the disclosure.

In the following description, the various embodiments of the presentdisclosure will be described with respect to the enclosed drawings. Asrequired, detailed embodiments of the present disclosure are discussedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the embodiments of the disclosure that may beembodied in various and alternative forms. The figures are notnecessarily to scale and some features may be exaggerated or minimizedto show details of particular components. Therefore, specific structuraland functional details disclosed herein are not to be interpreted aslimiting, but merely as a representative basis for teaching one skilledin the art to variously employ the present disclosure.

The particulars shown herein are by way of example and for purposes ofillustrative discussion of the embodiments of the present disclosureonly and are presented in the cause of providing what is believed to bethe most useful and readily understood description of the principles andconceptual aspects of the present disclosure. In this regard, no attemptis made to show structural details of the present disclosure in moredetail than is necessary for the fundamental understanding of thepresent disclosure, such that the description, taken with the drawings,making apparent to those skilled in the art how the forms of the presentdisclosure may be embodied in practice.

As used herein, the singular forms “a,” “an,” and “the” include theplural reference unless the context clearly dictates otherwise. Forexample, reference to “a magnetic material” would also mean thatmixtures of one or more magnetic materials can be present unlessspecifically excluded.

As used herein, the indefinite article “a” indicates one as well as morethan one and does not necessarily limit its referent noun to thesingular.

Except where otherwise indicated, all numbers expressing quantities usedin the specification and claims are to be understood as being modifiedin all examples by the term “about.” Accordingly, unless indicated tothe contrary, the numerical parameters set forth in the specificationand claims are approximations that may vary depending upon the desiredproperties sought to be obtained by embodiments of the presentdisclosure. At the very least, and not to be considered as an attempt tolimit the application of the doctrine of equivalents to the scope of theclaims, each numerical parameter should be construed in light of thenumber of significant digits and ordinary rounding conventions.

Additionally, the recitation of numerical ranges within thisspecification is considered to be a disclosure of all numerical valuesand ranges within that range (unless otherwise explicitly indicated).For example, if a range is from about 1 to about 50, it is deemed toinclude, for example, 1, 7, 34, 46.1, 23.7, or any other value or rangewithin the range.

As used herein, the terms “about” and “approximately” indicate that theamount or value in question may be the specific value designated or someother value in its neighborhood. Generally, the terms “about” and“approximately” denoting a certain value is intended to denote a rangewithin ±5% of the value. As one example, the phrase “about 100” denotesa range of 100±5, i.e. the range from 95 to 105. Generally, when theterms “about” and “approximately” are used, it can be expected thatsimilar results or effects according to the disclosure can be obtainedwithin a range of ±5% of the indicated value.

As used herein, the term “and/or” indicates that either all or only oneof the elements of said group may be present. For example, “A and/or B”shall mean “only A, or only B, or both A and B”. In the case of “onlyA”, the term also covers the possibility that B is absent, i.e. “only A,but not B”.

The term “substantially parallel” refers to deviating less than 20° fromparallel alignment and the term “substantially perpendicular” refers todeviating less than 20° from perpendicular alignment. The term“parallel” refers to deviating less than 5° from mathematically exactparallel alignment. Similarly “perpendicular” refers to deviating lessthan 5° from mathematically exact perpendicular alignment.

The term “at least partially” is intended to denote that the followingproperty is fulfilled to a certain extent or completely.

The terms “substantially” and “essentially” are used to denote that thefollowing feature, property or parameter is either completely (entirely)realized or satisfied or to a major degree that does not adverselyaffect the intended result.

The term “comprising” as used herein is intended to be non-exclusive andopen-ended. Thus, for example a composition comprising a compound A mayinclude other compounds besides A. However, the term “comprising” alsocovers the more restrictive meanings of “consisting essentially of” and“consisting of”, so that for example “a composition comprising acompound A” may also (essentially) consist of the compound A.

The various embodiments disclosed herein can be used separately and invarious combinations unless specifically stated to the contrary.

Embodiments of the present disclosure may be used in a low-pressurehigh-speed transportation system, for example, as described incommonly-assigned U.S. Pat. No. 9,718,630, titled “TransportationSystem,” the contents of which are hereby expressly incorporated byreference herein in their entirety. For example, the segmental tubestructure may be used as a transportation path for a low-pressure,high-speed transportation system. In embodiments, a low-pressureenvironment within a sealed tubular structure may be approximately 100Pa. Additionally, embodiments of the present disclosure may be used withairdock assembly methods and systems, for example, as described incommonly-assigned Patent Application No. ______ (Attorney Docket No.P62099), titled “Airdock Assembly,” hard capture methods and systems,for example, as described in commonly-assigned Patent Application No.______ (Attorney Docket No. P62101), titled “Airdock Hard Capture,” andPod Bay and docking systems and methods, for example, as described incommonly-assigned International Patent Application No. ______ (AttorneyDocket No. P62102), titled “Pod Bay and Vehicle Docking,” filed on evendate herewith, the contents of each of which are hereby expresslyincorporated by reference herein in their entireties.

In accordance with aspects of the disclosure, the Pod Bay is a stationwhere passengers and/or cargo, and resources are transferred to the Pod(or transportation vehicle). More specifically, the Pod Bay is wherepassengers embark onto/ disembark from the Pod while, in accordance withaspects of the disclosure, the Pod remains in a vacuum (or near vacuum)environment. With an exemplary and non-limiting embodiment, each Pod Bayhas two airdocks. An airdock is where each of the Pod doors is alignedto transfer passengers and cargo to and from the Pod. In accordance withaspects of the disclosure, airdock mechanisms align the Pod doors torespective airdocks. A Resource Transfer System (RTS) RTS is used toreplenish a Pod with resources (such as battery charge and breathableair, for example) while the Pod is docked in the Pod Bay. A soft capturesystem is used once the Pod is parked. The soft capture system is usedto close the gap between the Pod doors and respective airdock doors andalign the two with each other. In embodiments, the alignment process mayutilize two steps: rough alignment and final alignment.

A hard capture system is utilized once final alignment of the Pod andairdock doors is achieved. With an exemplary embodiment, the hardcapture system maintains the Pod in fixed position relative to theairdock with a series of latches.

Once the Pod arrives at the assigned Pod Bay, the soft capture systemmoves the Pod towards the airdocks so that the Pod and mating airdocksare properly aligned. With an exemplary embodiment, the soft captureprocess will move the Pod in the Y-direction (or approximateY-direction) by approximately 250 mm. Once alignment is confirmed, thehard capture latches engage with the respective catches on the Pod. Thehard capture process ensures sealing between the Pod and airdock. Oncepressures of different volumes (e.g., airdock volume, interstitialvolume, Pod cabin volume) are equalized within an acceptable range, thedoors open to transfer passengers. For take-off, the general sequence isthe reverse of the steps described above.

As described further below, the Pod Bay is a building block of a portalbranch system, wherein each portal may have multiple portal branches,and there may be multiple Pod Bays within a portal branch to meet therequired throughput demand. One or more airdocks are arranged in the PodBay, wherein each airdock is a structure that connects the Pod door toPod Bay door of the Pod Bay.

FIG. 1 shows an exemplary Pod Bay branch layout including an overheadview of an embodiment of two portal branches 105 having eight Pod Bays100 and a cross-sectional view of the portal branches of the Pod Bay inaccordance with aspects of the disclosure. As shown in FIG. 1 , aplurality of pods 110 may be parked at respective airdocks 115 (or pairsof airdocks 115) arranged in the Pod Bay 100, wherein each airdock 115is a structure that connects the Pod door 120 to bulkhead door 125 ofthe Pod Bay 100. While not shown in FIG. 1 , in embodiments the airdock115 may also include an airdock door adjacent the Pod door.

Each branch 105 of the Pod Bay 100 may include a platform 130 forpassenger movement, including areas for passengers waiting, horizontalcirculation regions, and a “stand clear” area. As shown in FIG. 1 , inaccordance with aspects of the disclosure, the Pod 110 remains in avacuum (or near vacuum) environment 135, while passengers embark ontoand/or disembark from the Pod 120 via the airdock 115. The environmentof the airdock cycles between the vacuum (or near vacuum) environment ofthe transportation tube, and an ambient pressure environment of theplatform 130 to allow passengers to embark onto and/or disembark fromthe Pod 110 via the airdock 115.

FIG. 2A shows an exploded perspective view of an exemplary andnon-limiting airdock assembly 115 (or airdock) in accordance withaspects of the disclosure. As shown in FIG. 2A, the airdock assembly 115includes a walkway 205, which connects to the Pod Bay station platform(not shown). A moveable bulkhead door 210 is arranged on the walkway205, and when in the closed position, separates waiting passengers inthe station from the vacuum or near vacuum (e.g., low pressure)environment of the Pod transportation path. When the bulkhead door 210is in the open position (not shown), a pathway is provided from thestation platform to the interior of the airdock assembly 115. As shownin FIG. 2A, with this exemplary embodiment, the bulkhead door 210includes an air plunger 212 attached to the interior side thereof. Theairdock assembly 115 also includes a dock mounting plate 215 arranged incontact with the frame of the bulkhead door 210 and a flexible coupling220 arranged on the dock mounting plate 215.

As additionally shown in FIG. 2A, a suspension and guideway 230 isprovided upon which an airdock structural unit (ASU) 225 is arranged.While not shown in FIG. 2A, the flexible coupling 220 is in sealingcontact with the ASU 225. In accordance with the aspects of thedisclosure, in some exemplary embodiments, the suspension and guideway230 is operable to move away from (and towards) the walkway 205 andbulkhead door 210 (in direction of arrow 245) so as to move the ASU 225towards (and away) a Pod to make connection with a Pod (not shown)arranged in the Pod Bay (not shown). As the ASU 225 is moved towards aPod, the flexible coupling 220 is configured to flex (and, for example,extend or stretch) so as to maintain a seal between the dock mountingplate 215 and the ASU 225. In contemplated embodiments, the flexiblecoupling 220 may be expandable towards the Pod by a distance ofapproximately 50 mm. In some contemplated embodiments, the flexiblecoupling 220, in addition to allowing for horizontal movement, can alsoallow for vertical movement of the ASU 225 relative to the dock mountingplate 215. The flexible coupling 220 may comprise rubber, with otherelastomeric materials contemplated by the disclosure.

A passenger walkway skin 235 is arranged within the airdock structuralunit 225. In embodiments, the passenger walkway skin 235 may be metal orplastic. In accordance with aspects of the disclosure, the passengerwalkway skin 235, in addition to maintaining the required pressure inthe airdock 115, protects mechanisms and the flexible coupling 220. APod-dock sealing element 240 is arranged on an end of the ASU 225 and isstructured to provide sealing engagement with a Pod (not shown). Inembodiments, the sealing element 240 may be an inflatable bulb seal ormay be a solid seal. The Pod-dock sealing element 240 minimizes leakagethrough any gaps between the ASU 225 and the Pod (not shown).

As shown in FIG. 2A, the platform-side of the airdock assembly 115 has aplanar or flat surface, whereas the vehicle side of the airdock assembly115 has a curved surface so as to match (or approximately match) theexternal curved profile of the transportation vehicle (i.e., the Pod).

FIG. 2B shows a perspective view of the exemplary and non-limitingairdock assembly 115 of FIG. 2A in accordance with aspects of thedisclosure. As shown in FIG. 2B, the airdock assembly 115 includes awalkway 205, which connects to the Pod Bay station platform (not shown).A moveable bulkhead door 210 (shown in the closed position) is arrangedon the walkway 205, and when in the closed position (as shown),separates waiting passengers in the station from the vacuum or nearvacuum (e.g., low pressure) environment of the Pod transportation path.When the bulkhead door 210 is in the open position (not shown), apathway is provided from the station platform to the interior of theairdock assembly 115. The airdock assembly 115 also includes a dockmounting plate 215 arranged in contact with the frame of the bulkheaddoor 210 and a flexible coupling 220 arranged on the dock mounting plate215.

As additionally shown in FIG. 2B, the suspension and guideway 230 isprovided, upon which the airdock structural unit (ASU) 225 is arranged.As shown in FIG. 2B, the flexible coupling 220 is in sealing contactwith the ASU 225. As discussed above, in some embodiments the suspensionand guideway 230 is operable to move away from (and towards) the walkway205 and bulkhead door 210 so as to move the ASU 225 towards (and away) aPod to make connection with a Pod (not shown) arranged in the Pod Bay(not shown). As the ASU 225 is moved towards a Pod, the flexiblecoupling 220 is configured to flex (and, for example, extend or stretch)so as to maintain a seal between the dock mounting plate 215 and the ASU225.

As shown in FIG. 2B, the passenger walkway skin 235 is arranged withinthe airdock structural unit 225. The Pod-dock sealing element 240 isarranged on an end of the ASU 225 and is structured to provide sealingengagement with a Pod (not shown). FIG. 2B also shows jogging actuators305 arranged on each side of airdock 115, with ends thereof connectedbetween the dock mounting plate 215 and the Pod-side end of the ASU 225.In contemplated embodiments, the ends of the jogging actuators 305 whichconnect to the ASU 225 (e.g., the Pod-side end of the ASU 225) includeball joints so that the ASU 225 can be tilted or skewed (e.g.,slightly), if necessary, when attaching to the Pod (not shown). Inaccordance with aspects of the disclosure, the jogging actuators 305 areutilized (in conjunction with additional elements) to attain a softcapture of the Pod.

As further shown in FIG. 2B, the airdock assembly 115 also includeslatching mechanisms 310 (schematically depicted) arranged on theperiphery of the ASU 225 (e.g., ten latching mechanisms 310). Inaccordance with aspects of the disclosure, the latching mechanisms 310are configured to attach (e.g., latch) to the Pod so secure the Pod tothe airdock assembly 115. More specifically, the latching mechanisms 310are utilized (in conjunction with additional elements) to attain a hardcapture of the Pod, in accordance with aspects of the disclosure. Whilethe latches are depicted on the external side of the airdock assembly,the present disclosure contemplates that the latches could be inboard ofthe seal, which may (slightly) reduce the volume of air plunged out.Additionally, while these exemplary latches are described in the contextof a move-the-airdock architecture, the disclosure contemplates theselatches may also be utilized with a move-the-Pod architecture.

FIGS. 3A-3D show exemplary top views of a process of a Pod 110 engagingwith a Pod Bay airdock 115 in accordance with aspects of the disclosure.As shown in FIG. 3A, the Pod 110 approaches the airdock 115 of the PodBay and, in embodiments, the Pod 110 lands upwardly onto thetransportation tracks, or in other embodiments, the Pod 110 hovers (orlevitates) below the transportation tracks. As shown in FIG. 3B, a softcapture of the Pod 110 occurs, wherein the airdock 115 captures anddraws the Pod 110 laterally, for example, toward the airdock 115 (asrepresented by the arrows). As shown in FIG. 3C, a hard capture of thePod 110 occurs, wherein the airdock 115 latches to the Pod 110 and sealsthe airdock 115 to the Pod 110. As shown in FIG. 3D, once hard captureis achieved, the airdock 115 is flooded so that pressures are equalizedbetween the pressure of the interior of the Pod 110 (and the pressure ofthe platform 130) and the pressure of the airdock 115. In other words,the pressure in the airdock 115 is raised to the pressure of theinterior of the Pod 110 (and the pressure of the platform 130). Oncepressure is equalized, the doors of the Pod and of the Pod Bay open topermit embarking (and dis-embarking) of passengers.

Pod parking commences with the command and control communicating to thePod the assigned Pod Bay location. Command and control is responsiblefor ensuring proper and safe movement of Pods, receiving status/data,making safety and mission critical decisions, and issuing commands toPod and Operation Support System (OSS) to be carried out. OSS isresponsible for the operational management of portal and depot, thecentral command of active wayside elements and providing communicationnetwork to support system operations.

Then, the Pod parks itself relative to the reference monument in the PodBay within a certain range. This reference is only in the direction oftravel (X). The Pod levitation and guidance engines are already capableof maintaining the Pod position within a tight lateral (Y) and vertical(Z) envelope. A separate monument in the X direction may be necessary asthe track system used for normal transportation may not maintaininformation on the Pod's global position. In embodiments, this monumentshould be sensed and measured by the Pod to enable braking, positioningand landing within the capture envelope. With the Pod's landing accuracyof +/−50 mm currently assumed along with manufacturing tolerances, thecapture envelope should be able to accommodate +/−72 mm in the Xdirection.

Once the Pod is parked within the Pod Bay, the soft capture systembrings the Pod towards the Pod Bay (airdock) doors by either pulling orpushing the Pod in Y direction, and then aligning the Pod doors to thePod Bay (Airdock) doors. The soft capture system should be able toaccommodate variations in relative positioning of the Pod doors and PodBay doors due to manufacturing variation, thermal and pressure effect aswell as the Pod's parking accuracy.

In contemplated embodiments, the soft capture system may include thefollowing subassemblies: soft capture mechanisms, final kinematicalignment features, compliant element between the airdock door andportal, and airdock mass offloading system. The soft capture mechanism,which in embodiments, may be a set of tension cables, or actuator, movesthe Pod towards the Pod Bay (airdock) doors. The final alignmentelements on the Pod and Pod Bay are intended to ensure the respectivedoors at both locations are properly aligned during the soft captureprocess. The Pod Bay (airdock) doors may be housed within the airdockstructure, which is connected to the portal branch by a flex joint. Theairdock structure should be supported such that the airdock doors can bealigned to the respective Pod doors while accommodating expectedvariations described above, and flex joint is intended to allow suchadjustability.

Once soft capture completion is detected, in embodiments, the Pod willland up against the solid levitation/landing track. (With othercontemplated embodiments, the Pod may remaining hovering.) Airdocks arepulled by ˜15 mm as the Pod pulls up. Upon landing, the Pod can eithercommunicate directly to the Pod Bay that it is in a ready state for hardcapture, or the Pod Bay can sense that the Pod is properly positionedand ready for hard capture. In contemplated embodiments, this could beaccomplished by sensing that the levitation gap is closed with aproximity sensor and/or measuring the position of some Pod sidereference target to confirm that the Pod is within the capture envelope.

In accordance with aspects of the disclosure, once soft capture isattained, the hard capture process commences.

Land vs. Hover

In some contemplated embodiments, the Pod will land up against thelanding track immediately after the Pod parks itself in the assigned PodBay. In other contemplated embodiments, the Pod may remain hoveringduring part or all of the docking process. With a first exemplaryembodiment, the Pod lands first and then the Pod and track are movedtogether towards the airdock. With a second exemplary embodiment, thePod hovers until captured and aligned to airdock by the airdock softcapture system, and then the Pod lands. With a third exemplaryembodiment, the Pod hovers during the whole process of docking andpassenger transfer. With a fourth exemplary embodiment, the Pod hoversduring the whole process of docking, but the track moves with the Podwhile the Pod moves toward the airdock. In embodiments, the Pod Baytrack (whether a landing track or a hovering track) is intended toprovide forces in Z; constrain Pod in Z, Rot X (roll), Rot Y (pitch).Then soft capture is utilized to pull or push the Pod towards theairdock.

In accordance with aspects of the disclosure, embodiments in which thePod hovers during part of or all of the docking process significantlysimplify and/or eliminate a landing track support design. Theseembodiments account for the impact of any moment load and vibrationwhile docked due to footsteps, RTS pumps etc. while hovering. Inembodiments, the compliant pads of the landing track that the levitationengines land on may be fairly narrow, e.g., in order to not damage thecoil of the levitation motor on the Pod (e.g., a little overapproximately 10 mm in width, with smaller pad widths contemplated bythe disclosure). In accordance with aspects of the disclosure, thePod/track options may impact the Pod, EM, power electronics,embedded/controls, RTS, systems and other Pod Bay systems.

As discussed below, the “Hover then Land” approach (#2) simplifies thelanding track design compared to the “Land First” approach (#1) whilethe “Hover then Land” approach (#2) avoids introducing new challenges toother systems such as EM or Power Electronics, as is the case with the“Always Hover” approach (#3).

Option 1: Land First

With the first exemplary embodiment, once the Pod is parked, the Podlands up to the landing track that has free DOF on the X-Y plane. Thesoft capture system brings the Pod and the landing track towards theairdock. With this exemplary embodiment, the Pod lands up to the trackas soon as the Pod arrives at the assigned Pod Bay and the Pod remainsattached to the Pod Bay track until it is ready to take off. Oncelanded, the whole Pod Bay track (and RTS) moves with the Pod as the Podis moved towards the airdock.

In accordance with aspects of the disclosure, if Z motion is coupledwith the X and Y direction motion of the Pod+track (e.g., tracksupported by 3 fixed length linkages), then gravity may be used as themotive force to passively bring the Pod+track back to take-off position.With an exemplary embodiment, the soft capture load on to the fuselagewill include lateral component of the gravity load. In this case, themagnitude of the load depends on the height of the track supportstructure.

With an alternative embodiment, the Pod and track may be moved on a flatX-Y plane (e.g., using transfer balls, linear bearings etc.), and thePod could be actively placed back into the take-off position. In eitherdesign, the track support system may need to be serviced, and thisservicing may require a branch to be pumped up/down.

If the RTS is tied to the landing track, some of RTS functions can startas soon as the Pod lands upon the landing track assuming the RTS isequipped with some level of variation accommodation.

While not necessary, if all track elements are installed on both sidesof the Pod Bay, the C-cores (e.g., propulsion tracks) and guidancetracks could be integrated with the landing track, and they couldtogether be moved with the Pod. With this approach, however, safetyinterlocks may be required to prevent unintended Pod take-off. Suchsafety interlocks may have to rely solely on non-mechanical approachesas, with this approach, the propulsion engines remain within theC-cores.

Option 2: Hover then Land

With the second exemplary embodiment, once the Pod is parked, the Podremains hovering until the soft capture system brings the Pod to theairdock and the Pod is hard captured. That is, the Pod remains hoveringwhile the Pod is moved towards the airdock. Then the Pod lands up to thetrack before the doors open. At this stage, the Pod lands up to thelanding track, which may be free in the Y direction and yaw. Pressureequalization may take place before, after or during this step. Fortake-off, the Pod detaches itself from the landing track, and the softcapture system is operable to actively place the Pod back into thetake-off position. In accordance with aspects of the disclosure, withthis embodiment, the track support structure does not need toaccommodate as much range of motion, so the track structure can be muchmore compact than the structure for the land first option describedabove (which provides efficiencies and advantages). The track supportsystem using this option will still need to be serviced, however, andmay require a branch to be pumped up/down.

As the Pod is moved (e.g., laterally) toward the airdock, this optioncan accommodate C-cores and guidance track only on one side while in thePod Bay. This allows the Pod motors to be pulled out of the C-cores,which mechanically prevents Pod from unintended take-off while docked.Thus, with the C-cores only on one side, safety interlocks would not berequired to prevent unintended Pod take-off. However, for the nominalspeed of 5 m/s in the portal, having C-cores on one side is sufficient.With this embodiment, all RTS functions may have to wait until the Podlands or the Pod is at least aligned to the airdocks. Additionally, theRTS may need to be able to accommodate some vertical motion as the Podlands up to the track. In embodiments, the C-cores (and lev plane) maybe utilized to pull the bogie (or levitation engine) of the Pod back into the home (or Pod acceptance/release) position. With this embodiment,the Pod is constrained in all six degrees of freedom (DOF) at the trackonce it lands. So once the Pod lands, X, Y, Z, rX, rY, and rZ of the Podis constrained. With an exemplary embodiment, to not over-constrain(indeterminate load path) in the two Y directions, the two Y constraintsmay be maintained fixed at the door until the Pod moves up. With such anembodiment, the door plug load may need to be reacted at the doors.

Option 3: Always Hover

With the third exemplary embodiment, the Pod remains hovering during thewhole docking and passenger transfer process. In accordance with aspectsof the disclosure, this eliminates the landing track support altogether.With this embodiment, however, additional Battery Management System(BMS) functionality in the control logic may be required, e.g., for thepower electronics system to support charging batteries while Pod ishovering. Additionally, if the soft capture points do not align with thecenter of gravity (CG) of the Pod, the levitation system will have tocounteract the moment load. Moreover, any vertical vibration causedwhile docked (e.g., people walking, RTS pumping etc.) will need to becounteracted by the levitation system as well. Like the hover-then-landoption, this option can accommodate C-cores and guidance track only onone side, and all RTS functions will likely have to wait until Pod isaligned to the airdocks. In accordance with aspects of the disclosure,by not landing, the stress cycle for bogie (for example, 5 g) may beeliminated. That is, the bogie goes through stress cycles from normaloperation due to landing.

Option 4: Always Hover with Moving Track

This option combines options #1 and #3, and may be favored if it ischallenging to land on the pole surfaces of the levitation motor on Podbut desirable to use gravity as the motive force to bring Pod back tothe take-off position. This option, however, may be challenging withrespect to guidance forces between the Pod and landing track beingvirtually zero while the Pod is hovering unless the landing track isoffset from the lev engines to generate guidance forces. The bearingstress on the pole surfaces is expected to be fairly low and landing onthe track does not present difficulties.

Pod Levitation Engine

In accordance with aspects of the disclosure, with embodiments of thepresent disclosure, the levitation engine pole top surfaces is the areawhere the Pod can land on repeatedly. With an exemplary and non-limitingembodiment, there may be sixty-four pole surfaces that are, for example,690 mm×32.5 mm nominally. These pole surfaces may protrude slightlyabove the coils, but the protrusion height may be determined at least inpart by accounting for impact on the EM performance. For example, withan exemplary and non-limiting embodiment, the Pod may be required tomaintain the pole top surfaces within a 1 mm band, and the requirementof overall tolerance of +/−1.5 mm (including both manufacturing andassembly) for the standard track segment is assumed for the landingtrack. Thus, some compliance is likely required between the pole topsurfaces and landing track to prevent damage to the coils frommanufacturing and assembly tolerance stack-up. Depending on thestiffness of the bogie structure, a certain level of deflection of thebogie/bending stress in the bogie due to landing may be acceptable aslong as it can be ensured that coils will not be damaged. This may beachieved by having sufficient pole top surface protrusion height and/ornon-ferrous boss height.

In accordance with aspects of the disclosure, the compliant material/padon the landing track may be segmented to match the pole pattern in orderto not damage the coils. For example, if the compliant material isplaced over the entire landing track, the poles may locally compress thecompliant material and allow the uncompressed areas to press on andpotentially damage the coils. With segmented pad, however, the Pod polesmay need to be well-aligned to the landing track pads before landing.With some contemplated embodiments, however, the compliant pad can bedesigned such that the pad deflection is sufficiently less than the polesurface protrusion height, the pad does not need to be segmented.

Move Pod vs. Move Airdock

In accordance with further aspects of the disclosure, in someembodiments, during the soft capture of the docking process, the Pod maybe moved towards the airdock, and in other embodiments, the airdock maybe moved toward the Pod. In yet further contemplated embodiments, duringsoft capture both the Pod and the airdock may be moved towards eachother. While these approaches can be configured to meet the samerequirements and performance goals, the moving-the-Pod approach hasadvantages over the moving-the-airdock approach. For example, themoving-the-Pod approach requires less actuation and sensors to almostexactly constrain the Pod so that the load paths are predictable. Incontrast, the moving-the-airdock approach may require more actuation andsensors so that no loads are applied by the airdocks on the Pod duringdocking (that is, six DOFs of Pod are constrained at the landing track);there will also be redundant constraints on the Pod in the lateraldirection.

Additionally, the moving-the-Pod approach has less failure points fordoor breach. In contrast, the moving-the-airdock approach may requiremore flexible joints, and the length of the flexible joints may be muchgreater. The moving-the-Pod approach also requires less horizontalfootprint (though in some embodiments may require more vertical space).

Some advantages of the moving-the-airdock approach include a reducedcycle time as passenger comfort may not need to be considered as the Podand airdock gap is closed. Additionally, the moving-the-airdock approachmay provide better passenger comfort as the Pod remains stationary asthe airdock is moved thereto.

With an exemplary moving-the-Pod approach, the Pod may land up againstthe landing track, which may be supported by three fixed lengthlinkages. With this exemplary embodiment, the soft capture systemutilizes a tension cable system to pull the Pod and the landing tracktowards the airdocks. The actuated arms (linkages) that swing around abar on the Pod are used to pull the Pod towards the airdock whilealigning the Pod in the correct X position at the same time. During thisprocess, the Pod and track will also move up vertically to some extentbecause of the three fixed length linkages of the landing track. Inaccordance with further aspects of the disclosure, in preparing for thePod to take-off, gravity is utilized as a motive force to pull the Podback to the take-off position once the cable tension is removed.

Additionally, instead of pulling the Pod towards the airdock, the Podcan be pushed towards the airdock. With one exemplary and non-limitingembodiment, the Pod may be pushed with the guidance engines using theirmagnetic force. Then the Pod and airdocks may be aligned using alignmentfeatures, (e.g., guide petals) installed on both the Pod and airdocks.

With another exemplary moving-the-Pod approach, the landing track may betilted so as to use gravity as the motive force to passively release thePod back into the take-off position. The tilting-of-the-landing trackapproach may require a much larger turn radius and portal footprint.With an alternative embodiment, the track may be actuated to tilt onlyduring docking.

Pod Authority

Regardless of whether the Pod lands at some point or remains hovering,the Pod motion authority will always reside with Pod. Thus, additionalinterlocks may be required to ensure the Pod does not unintendedly takeoff when it is docked in the Pod Bay.

Breach

The Pod Bay is structured to support the Pod during a breach event. Aworst-case breach load in a Pod Bay is a full tube breach anterior toeither side of the Pod (which is conservatively estimated to be 2 MN).From the Pod design standpoint, the breach load in Pod Bay may bereacted by the bogie through the roll rails so that the load path willbe the same as breach during flight. It is also undesirable to reactthis load at the Pod doors through the airdocks because the fuselagedoor frame may not be designed to withstand this. If the Pod is landedwhen a breach event occurs regardless of whether the Pod is fullycaptured or not, the load will need to be reacted at the landing trackinterface. However, if the load the landing track can provide isapproximately 5 g (˜1.7)×COF (˜0.6)=1 MN, for example, the Pod may slideback and potentially hit an adjacent Pod behind or the end of the portalbranch if the worst-case breach occurs. Also, if the Pod is landed onthe compliant pads when a breach event occurs, the compliant pads mayshear off under this load. Thus, approaches are needed for reacting abreach load in Pod Bay.

An approach for reacting breach load in Pod Bay includes welding to thetrack. With this approach, when tube breach is detected by the Pod, thePod will land up to the landing track and run high current through thelevitation engines so that the Pod is welded to the landing track.Another approach for reacting breach load in Pod Bay includes amechanical stop, wherein when a tube breach is detected by the Pod, thePod will land up to the landing track and the Pod will slide until thestops (e.g., wedges) of the bogie and track are engaged. A furtherapproach for reacting breach load in Pod Bay includes actuated stops,wherein wayside will slide in stops on both sides (front and back) everytime the Pod fully enters the Pod Bay to prevent the Pod from slidinginto the neighboring Pod Bay.

Once soft capture completion is detected, the Pod may land up againstthe solid levitation/landing track. In embodiments, the airdocks may bepulled by approximately 15 mm as the Pod pulls up to the landing track.Upon landing, the Pod can either communicate directly to the Pod Baythat it is in a ready state for hard capture, or the Pod Bay can sensethat it is ready. In embodiments, this could be accomplished, forexample, by sensing that the levitation gap is closed with a proximitysensor and measuring the position of a Pod side reference target toconfirm that the Pod is within the capture envelope.

After the doors close upon completion of dis embarkation and embarkationprocess, the Pod pushes itself off of the levitation/landing track andthe soft capture mechanism is operable to bring the Pod back in thetake-off position.

FIG. 4 shows an exemplary soft capture system 400 for an airdock 115 inaccordance with aspects of the disclosure. With this exemplary andnon-limiting embodiment, the soft capture system 400 includes atensioning mechanism (e.g., an electric winch 410) with redundant safetyfeatures to prevent back driving. The winch 410 is connected to alinkage that can measure the angle between the ground link 420 andactive link 425. The linkage is actuated by a controllable stiffnessspring cylinder 415, whose state is controlled by a 2-way, 2-positionhydraulic valve. By changing the position of the valve, the springcylinder 415 is locked, or fluid is allowed to flow into the springcylinder 415 from the regulated accumulator and behave as spring. Withan exemplary embodiment, actively regulating accumulator air pressurecould be used to vary the stiffness of the hydraulic spring cylinder415. The accumulator is recharged by the act of compressing the springcylinder 415 with the capture cable 405 to return to idle position.

As shown in FIG. 4 , at time t=0 the soft capture system 400 is at idleand not in contact with the Pod 110. The soft capture system 400 isactuated by increasing the length of the cable (or capture line) 405(via winch 410 and pulleys 407) and allowing the spring linkage (orspring cylinder) 415 to extend, at time t=1. Once the grounded link 420stops rotating, signaling contact with an obstruction (e.g., the wall ofthe Pod 110), the position of the grounded link 420 is locked with thespring cylinder 415. The capture line 405 is then tensioned drawing in(via winch 410 and pulleys 407), collapsing the second link 425, untilsensors trip on the capture hook engagement 430 of the Pod 110 at timet=2. The spring cylinder 415 is then returned to its sprung state andthe Pod 110 is drawn towards the soft capture system 400 into positionat the airdock 115 at time t=3. With this exemplary and non-limitingembodiment, there are four soft capture systems 400 per Pod Bay, withone above and one below each airdock 115.

FIGS. 5A and 5B show exemplary views of elements of the soft capturesystem 400 in accordance with aspects of the disclosure. As shown inFIGS. 5A and 5B, the soft capture system 400 includes a tensioningmechanism (e.g., an electric winch, not shown) connected to a linkagethat can measure the angle between the ground link 420 and active link425. The capture line 405 is then tensioned drawing in (via winch andpulleys 407, 505 or sheave), collapsing the second link 425, untilsensors trip on the capture hook engagement 430 of the Pod 110. As shownin FIG. 5B, the second link 425 may have a slide wheel 510 arranged on aterminal end thereof. The slide wheel 510 is configured for engagementwith the capture hook engagement 430 of the Pod 110. As shown in FIG.5A, when in proper position for soft docking, the load path of the softcapture system 400 is aligned with the Pod capture hook 430.

With an exemplary and non-limiting embodiment, the soft capture systemmay draw the Pod in approximately 200 mm to clear the roll rail andaccount for manufacturing and landing variances. This draw-in distanceincludes the Pod roll rail height. With an exemplary and non-limitingembodiment, the winch 410 should be operable to have an operating force:ten kN, an actuation time of six seconds, a triangular accelerationprofile, 10% duty cycle, a stroke: 200 mm, and a holding force: sixtykN, 100% duty cycle. With these exemplary operating parameters, eachsoft capture system 400 may draw approximately 0.35 kW on average duringa cycle, and the entire soft capture system in a Pod Bay may consumeapproximately 5 kWh over 15 cycles in an hour.

FIG. 6 shows exemplary track hanger soft capture system 600 inaccordance with aspects of the present disclosure. This exemplaryembodiment is used with a land-first architecture. As shown in FIG. 6 ,the track hanger system 600 includes one or more track hangers 605arranged in a Pod Bay (not shown). With an exemplary and non-limitingembodiment, there may be four track hangers 605 per Pod Bay. With thisexemplary moving-the-Pod approach, the Pod may land up against thelanding track (or levitation surface) 650 of the track hanger 605 whichmay be supported by a fixed length linkage 610 attached to an upper wallof the Pod Bay and adjustable length (and adjustable stiffness) linkages615, 620 attached to respective walls of the Pod Bay. With thisexemplary embodiment, the soft capture system utilizes the adjustablelength linkages to pull the Pod and the landing track towards theairdocks. During this process, the Pod and track will also move upvertically to some extent because of the fixed length linkage of thelanding track. In accordance with further aspects of the disclosure, inpreparing for the Pod to take-off, gravity may be utilized as a motiveforce to pull the Pod back to the take-off position once the adjustablelength linkages are adjusted.

As shown in FIG. 6 , each track hanger 605 has a bottom levitationsurface 650 that interacts with (e.g., levitates and/or parks) a Pod(not shown). In accordance with aspects of the disclosure, the trackhangers 605 allow for exact constraint of the Pod. With this exemplaryand non-limiting embodiment, each track hanger 605 may include fivespring linkages 615, 620 connected to a single, reliable,solenoid-operated, two-position, two-way valve (shown in FIG. 7 ). Asshown in FIG. 6 , the spring linkages include two adjustable stiffnesslinkages 615 each attached to a first side of the track hanger 605 andto attachment points 645 of a side wall surface 640 of the Pod Bay. Thespring linkages further include two adjustable stiffness linkages 620 aeach attached to a second side of the track hanger 605 and to attachmentpoints 625 of a side wall surface 630 of the Pod Bay. The springlinkages also include an adjustable stiffness linkage 620 b attached toa second side of the track hanger 605 and to an attachment point 635 ofan upper wall surface of the Pod Bay.

In the “nominal ready position” the trach hanger 605 is positioned toaccept an incoming Pod (or release for launch a departing Pod). In the“nominal airdock engagement position” the track hanger 605 is positionedadjacent the airdock (not shown) for engagement (e.g., hard capture)therewith. As shown in FIG. 6 , in the “nominal ready position,” the twoadjustable stiffness linkages 615 are fully retracted and the adjustablestiffness linkages 620 a and 620 b are fully extended. While not shownin FIG. 6 , in the “nominal airdock engagement position” the twoadjustable stiffness linkages 615 are extended (e.g., fully extended)and the adjustable stiffness linkages 620 a and 620 b are retracted(e.g., fully retracted).

With an exemplary embodiment, the linkage cylinders 615, 620 utilize arod of approximately 75 mm to support the Pod. With another exemplaryembodiment, the number of hangers 605 may be reduced from three to onehanger (e.g., longer) with 3 fixed length linkages 610 and springlinkages 615, 620 that encompasses the entire length of the Pod. With anexemplary and non-limiting single-hanger embodiment, the rod diameter ofthe linkage cylinders 615, 620 may be approximately 100 mm.

In accordance with aspects of the disclosure, the motive force formotion of the hanger derives from either the mass of the Pod or the massof the hanger itself, and failure of the solenoid valve, whether itfails open or closed, may result in the following conditions. A failopen, undocked condition, in which the hanger/Pod is under-constrained;X, Y and Rot z motion of the hanger/Pod is uncontrolled. No pods shouldbe directed to land at this Pod Bay if this happens before Pod landing.A fail close, undocked condition (before soft capture initiation): thePod cannot be moved laterally and soft capture should not be initiated.The Pod may need to be redirected to another Pod Bay. A fail close,docked condition, in which the Pod is over-constrained and loads flowthrough structural elements for which they are not designed. Under thiscondition, the Pod cannot be undocked as these linkages are extended andlocked.

FIG. 7 shows an exemplary track hanger hydraulic circuit 700 inaccordance with aspects of the present disclosure. As shown in FIG. 7 ,the hydraulic circuit 700 includes the two adjustable stiffness linkages615 (which connect to one side of the hanger) and the three adjustablestiffness linkages 620 (which connect to the other side of the hanger).The hydraulic circuit 700 also includes a tank 705 in fluidcommunication with the adjustable stiffness linkages 615, 620. As shownin FIG. 7 , in the “nominal ready position” the two adjustable stiffnesslinkages 615 are fully retracted and the three adjustable stiffnesslinkages 620 are fully extended.

FIG. 8 shows an exemplary schematic depiction of a track hanger softcapture system 800 in a receiving position (or sending position), anairdock engagement position, and in a sending position (or receivingposition) in accordance with aspects of the present disclosure. As shownin FIG. 8 , the track hanger system 800 includes one or more trackhangers 805 arranged in a Pod Bay 105. With this exemplarymoving-the-Pod approach, the Pod 110 may land up against the landingtrack (or levitation surface) 850 of the track hanger 805 which may besupported by a fixed length linkage 810 attached to an upper wall of thePod Bay 105 and adjustable length (and adjustable stiffness) linkages820 attached to walls of the Pod Bay 105. As shown in FIG. 8 , the softcapture track hanger system 800 utilizes the adjustable length linkages820 to pull the Pod 110 and the track hanger 805 (and the landing track850) towards the airdock 115. During this process, the Pod 110 and track850 will also move up vertically to some extent because of the fixedlength linkage 810 of the track hanger 805. In accordance with furtheraspects of the disclosure, as shown in the right-hand side figure, inpreparing for the Pod 110 for take-off, gravity may be utilized as amotive force to pull the Pod 110 back to the take-off position once theadjustable length linkages 820 are adjusted (e.g., released).

FIG. 9 shows an exemplary schematic depiction of a track slide softcapture system 900 in a receiving position (or sending position), anairdock engagement position, and in a sending position (or receivingposition) in accordance with aspects of the present disclosure. As shownin FIG. 9 , the track hanger system 900 includes one or more tiltedlanding tracks 905 arranged in a Pod Bay 105. With this exemplarymoving-the-Pod approach, the Pod 110 may levitate below the landingtrack (or levitation surface) 950 of the tilted landing tracks 905. Anadjustable length (and adjustable stiffness) linkages 920 attached tothe airdock 115 (or walls of the Pod Bay 105) may engage with the Podand retract the Pod towards the airdock 115. As shown in FIG. 9 , thesoft capture system 900 utilizes the adjustable length linkages 920 topull the Pod 110 towards the airdock while the Pod is levitating belowthe track 905. As the Pod 115 is drawn toward the airdock 115, the Pod110 slides upwardly along the tilted landing track until in positionrelative to the airdock 115 at which point, in some embodiments, the Pod110 may land upwardly on the tilted landing track 905 (e.g., in positionfor hard capture). In accordance with further aspects of the disclosure,as shown in the right-hand side figure, in preparing for the Pod 110 fortake-off, gravity may be utilized as a motive force to pull the Pod 110back down the tilted landing track 905 to the take-off position once theadjustable length linkages 920 are adjusted (e.g., released).

FIG. 10 shows various view of an exemplary airdock suspension softcapture system 1000 in accordance with aspects of the presentdisclosure. This exemplary embodiment is used with a moving-the-airdockarchitecture. As shown in FIG. 10 , the airdock suspension soft capturesystem 1000 may be arranged in a pre jogging position, in which theposition of the airdock 115 is set by the suspension 1030 and guideway230 positions. That is, in the pre jogging positon, the airdocksuspension 1030 and dock guideway 230 define the airdock position (i.e.,defines x, z, rx, ry, and z relative to the Pod coordinates) in the PodBay (when the Pod is not docked). The suspension 1030 rides along theguideway 230 along direction 245 during the matting jogging sequence byextending the jogging actuators 305. As shown in FIG. 10 , the airdocksuspension soft capture system 1000 may be actuated to a docked position(after soft capture and hard capture), at which point the position isdetermined based on the Pod position.

With this exemplary embodiment, the airdock 115 is configured to targetpodside alignment features 1005 on the Pod 110. For example, as shown inFIG. 10 , the airdock (wayside) aligning tool 1010 may interact with apodside alignment feature 1005. Once the alignment tool 1010 is engaged,the airdock position (all six DOF) will be defined by the Pod 110 (orvehicle). In accordance with aspects of the disclosure, the sphericaljoints 315 on the jogging actuators 305 and flexible coupling (notshown) prevents strain from building in any part of the airdock 115 orPod 110 after positioning and docking.

FIG. 11 shows a top schematic view 1100 of the ASU 225 and attachedjogging actuators 305 in a range of possible positions in accordancewith aspects of the disclosure. This exemplary embodiment is used with amoving-the-airdock architecture. As shown in FIG. 11 , the sphericaljoints 315 on the jogging actuators 305 and flexible coupling (notshown) ensure compliance during final fit-up with the Pod (not shown)and allow for a range of possible post-mating envelopes that preventstrain from building in any part of the airdock 115 or Pod afterpositioning and docking. In accordance with aspects of the disclosure,the actuators 305 (which are connected at wall connections 1105) jogtowards the Pod (not shown) and may be independently controllable. Asdescribed above, the alignment features of the airdock and Pod fit theairdock to the Pod. The actuators 305 can “parallelogram” (e.g., form aparallelogram with the wall and axis of the spherical joints 315) tocompensate for final positioning of the Pod.

FIG. 12 shows a schematic cross sectional view 1200 of a Pod 110 in thePod Bay 105 while being moved away from the airdock 115 and returning toa home/takeoff position in accordance with aspects of the disclosure. Asshown in FIG. 12 , because the Pod is moved (e.g., laterally) toward andaway from the airdock, with this exemplary and non-limiting embodiment,the C-cores and guidance track 1210 can only be accommodated on one side(i.e. the opposite side from the airdock) while in the Pod Bay. Inaccordance with aspects of the disclosure, this arrangement allows thePod motors 1205 to be pulled out of the C-cores 1210, which mechanicallyprevents Pod from unintended take-off while docked. Thus, with theC-cores 1210 only on one side, safety interlocks would not be requiredto prevent unintended take-off of the Pod 110. Additionally, as shown inFIG. 12 , in embodiments, the C-cores 1210 (and lev plane 1215) may beutilized to pull the bogie 1220 (of the Pod 110) back in to the home (orPod acceptance/release) position.

System Environment

Aspects of embodiments of the present disclosure (e.g., control systemsfor airdock and soft capture systems) can be implemented by such specialpurpose hardware-based systems that perform the specified functions oracts, or combinations of special purpose hardware and computerinstructions and/or software, as described above. The control systemsmay be implemented and executed from either a server, in a client serverrelationship, or they may run on a user workstation with operativeinformation conveyed to the user workstation. In an embodiment, thesoftware elements include firmware, resident software, microcode, etc.

As will be appreciated by one skilled in the art, aspects of the presentdisclosure may be embodied as a system, a method or a computer programproduct. Accordingly, aspects of embodiments of the present disclosuremay take the form of an entirely hardware embodiment, an entirelysoftware embodiment (including firmware, resident software, micro-code,etc.) or an embodiment combining software and hardware aspects that mayall generally be referred to herein as a “circuit,” “module” or“system.” Furthermore, aspects of the present disclosure (e.g., controlsystems) may take the form of a computer program product embodied in anytangible medium of expression having computer-usable program codeembodied in the medium.

Any combination of one or more computer usable or computer readablemedium(s) may be utilized. The computer-usable or computer-readablemedium may be, for example but not limited to, an electronic, magnetic,optical, electromagnetic, infrared, or semiconductor system, apparatus,device, or propagation medium. More specific examples (a non-exhaustivelist) of the computer-readable medium would include the following: anelectrical connection having one or more wires, a portable computerdiskette, a hard disk, a random access memory (RAM), a read-only memory(ROM), an erasable programmable read-only memory (EPROM or Flashmemory), an optical fiber, a portable compact disc read-only memory(CDROM), an optical storage device, a transmission media such as thosesupporting the Internet or an intranet, a magnetic storage device, a usbkey, and/or a mobile phone.

In the context of this document, a computer-usable or computer-readablemedium may be any medium that can contain, store, communicate,propagate, or transport the program for use by or in connection with theinstruction execution system, apparatus, or device. The computer-usablemedium may include a propagated data signal with the computer-usableprogram code embodied therewith, either in baseband or as part of acarrier wave. The computer usable program code may be transmitted usingany appropriate medium, including but not limited to wireless, wireline,optical fiber cable, RF, etc.

Computer program code for carrying out operations of the presentdisclosure may be written in any combination of one or more programminglanguages, including an object oriented programming language such asJava, Smalltalk, C++ or the like and conventional procedural programminglanguages, such as the “C” programming language or similar programminglanguages. The program code may execute entirely on the user's computer,partly on the user's computer, as a stand-alone software package, partlyon the user's computer and partly on a remote computer or entirely onthe remote computer or server. In the latter scenario, the remotecomputer may be connected to the user's computer through any type ofnetwork. This may include, for example, a local area network (LAN) or awide area network (WAN), or the connection may be made to an externalcomputer (for example, through the Internet using an Internet ServiceProvider). Additionally, in embodiments, the present disclosure may beembodied in a field programmable gate array (FPGA).

FIG. 13 is an exemplary system for use in accordance with theembodiments described herein. The system 3900 is generally shown and mayinclude a computer system 3902, which is generally indicated. Thecomputer system 3902 may operate as a standalone device or may beconnected to other systems or peripheral devices. For example, thecomputer system 3902 may include, or be included within, any one or morecomputers, servers, systems, communication networks or cloudenvironment.

The computer system 3902 may operate in the capacity of a server in anetwork environment, or in the capacity of a client user computer in thenetwork environment. The computer system 3902, or portions thereof, maybe implemented as, or incorporated into, various devices, such as apersonal computer, a tablet computer, a set-top box, a personal digitalassistant, a mobile device, a palmtop computer, a laptop computer, adesktop computer, a communications device, a wireless telephone, apersonal trusted device, a web appliance, or any other machine capableof executing a set of instructions (sequential or otherwise) thatspecify actions to be taken by that device. Further, while a singlecomputer system 3902 is illustrated, additional embodiments may includeany collection of systems or sub-systems that individually or jointlyexecute instructions or perform functions.

As illustrated in FIG. 13 , the computer system 3902 may include atleast one processor 3904, such as, for example, a central processingunit, a graphics processing unit, or both. The computer system 3902 mayalso include a computer memory 3906. The computer memory 3906 mayinclude a static memory, a dynamic memory, or both. The computer memory3906 may additionally or alternatively include a hard disk, randomaccess memory, a cache, or any combination thereof. Of course, thoseskilled in the art appreciate that the computer memory 3906 may compriseany combination of known memories or a single storage.

As shown in FIG. 13 , the computer system 3902 may include a computerdisplay 3908, such as a liquid crystal display, an organic lightemitting diode, a flat panel display, a solid state display, a cathoderay tube, a plasma display, or any other known display. The computersystem 3902 may include at least one computer input device 3910, such asa keyboard, a remote control device having a wireless keypad, amicrophone coupled to a speech recognition engine, a camera such as avideo camera or still camera, a cursor control device, or anycombination thereof. Those skilled in the art appreciate that variousembodiments of the computer system 3902 may include multiple inputdevices 3910. Moreover, those skilled in the art further appreciate thatthe above-listed, exemplary input devices 3910 are not meant to beexhaustive and that the computer system 3902 may include any additional,or alternative, input devices 3910.

The computer system 3902 may also include a medium reader 3912 and anetwork interface 3914. Furthermore, the computer system 3902 mayinclude any additional devices, components, parts, peripherals,hardware, software or any combination thereof which are commonly knownand understood as being included with or within a computer system, suchas, but not limited to, an output device 3916. The output device 3916may be, but is not limited to, a speaker, an audio out, a video out, aremote control output, or any combination thereof. As shown in FIG. 13 ,the computer system 3902 may include communication and/or powerconnections to Pod Bays 105, and associated airdocks 115, and a softcapture controller 1305 to control activation/deactivation of softcapture system in accordance with aspects of the disclosure.Additionally, as shown in FIG. 13 , the computer system 3902 may includeone or more sensors 1210 (e.g., positional sensors, GPS systems,magnetic sensors) that may provide data (e.g., positional data) to thesoft capture controller 1305.

Furthermore, the aspects of the disclosure may take the form of acomputer program product accessible from a computer-usable orcomputer-readable medium providing program code for use by or inconnection with a computer or any instruction execution system. Thesoftware and/or computer program product can be implemented in theenvironment of FIG. 13 . For the purposes of this description, acomputer-usable or computer readable medium can be any apparatus thatcan contain, store, communicate, propagate, or transport the program foruse by or in connection with the instruction execution system,apparatus, or device. The medium can be an electronic, magnetic,optical, electromagnetic, infrared, or semiconductor system (orapparatus or device) or a propagation medium. Examples of acomputer-readable storage medium include a semiconductor or solid statememory, magnetic tape, a removable computer diskette, a random accessmemory (RAM), a read-only memory (ROM), a rigid magnetic disk and anoptical disk. Current examples of optical disks include compactdisk-read only memory (CD-ROM), compact disc-read/write (CD-R/W) andDVD.

Although the present specification describes components and functionsthat may be implemented in particular embodiments with reference toparticular standards and protocols, the disclosure is not limited tosuch standards and protocols. Such standards are periodically supersededby faster or more efficient equivalents having essentially the samefunctions. Accordingly, replacement standards and protocols having thesame or similar functions are considered equivalents thereof.

The illustrations of the embodiments described herein are intended toprovide a general understanding of the various embodiments. Theillustrations are not intended to serve as a complete description of allof the elements and features of apparatus and systems that utilize thestructures or methods described herein. Many other embodiments may beapparent to those of skill in the art upon reviewing the disclosure.Other embodiments may be utilized and derived from the disclosure, suchthat structural and logical substitutions and changes may be madewithout departing from the scope of the disclosure. Additionally, theillustrations are merely representational and may not be drawn to scale.Certain proportions within the illustrations may be exaggerated, whileother proportions may be minimized. Accordingly, the disclosure and thefigures are to be regarded as illustrative rather than restrictive.

Accordingly, the present disclosure provides various systems,structures, methods, and apparatuses. Although the disclosure has beendescribed with reference to several exemplary embodiments, it isunderstood that the words that have been used are words of descriptionand illustration, rather than words of limitation. Changes may be madewithin the purview of the appended claims, as presently stated and asamended, without departing from the scope and spirit of the disclosurein its aspects. Although the disclosure has been described withreference to particular materials and embodiments, embodiments of thedisclosure are not intended to be limited to the particulars disclosed;rather the disclosure extends to all functionally equivalent structures,methods, and uses such as are within the scope of the appended claims.

While the computer-readable medium may be described as a single medium,the term “computer-readable medium” includes a single medium or multiplemedia, such as a centralized or distributed database, and/or associatedcaches and servers that store one or more sets of instructions. The term“computer-readable medium” shall also include any medium that is capableof storing, encoding or carrying a set of instructions for execution bya processor or that cause a computer system to perform any one or moreof the embodiments disclosed herein.

The computer-readable medium may comprise a non-transitorycomputer-readable medium or media and/or comprise a transitorycomputer-readable medium or media. In a particular non-limiting,exemplary embodiment, the computer-readable medium can include asolid-state memory such as a memory card or other package that housesone or more non-volatile read-only memories. Further, thecomputer-readable medium can be a random access memory or other volatilere-writable memory. Additionally, the computer-readable medium caninclude a magneto-optical or optical medium, such as a disk, tapes orother storage device to capture carrier wave signals such as a signalcommunicated over a transmission medium. Accordingly, the disclosure isconsidered to include any computer-readable medium or other equivalentsand successor media, in which data or instructions may be stored.

While the specification describes particular embodiments of the presentdisclosure, those of ordinary skill can devise variations of the presentdisclosure without departing from the inventive concept.

One or more embodiments of the disclosure may be referred to herein,individually and/or collectively, by the term “invention” merely forconvenience and without intending to voluntarily limit the scope of thisapplication to any particular disclosure or inventive concept. Moreover,although specific embodiments have been illustrated and describedherein, it should be appreciated that any subsequent arrangementdesigned to achieve the same or similar purpose may be substituted forthe specific embodiments shown. This disclosure is intended to cover anyand all subsequent adaptations or variations of various embodiments.Combinations of the above embodiments, and other embodiments notspecifically described herein, will be apparent to those of skill in theart upon reviewing the description.

The above disclosed subject matter is to be considered illustrative, andnot restrictive, and the appended claims are intended to cover all suchmodifications, enhancements, and other embodiments which fall within thetrue spirit and scope of the present disclosure. Thus, to the maximumextent allowed by law, the scope of the present disclosure is to bedetermined by the broadest permissible interpretation of the followingclaims and their equivalents, and shall not be restricted or limited bythe foregoing detailed description.

Accordingly, the novel architecture is intended to embrace all suchalterations, modifications and variations that fall within the spiritand scope of the appended claims. Furthermore, to the extent that theterm “includes” is used in either the detailed description or theclaims, such term is intended to be inclusive in a manner similar to theterm “comprising” as “comprising” is interpreted when employed as atransitional word in a claim.

While the disclosure has been described with reference to specificembodiments, those skilled in the art will understand that variouschanges may be made and equivalents may be substituted for elementsthereof without departing from the true spirit and scope of thedisclosure. While exemplary embodiments are described above, it is notintended that these embodiments describe all possible forms of theembodiments of the disclosure. Rather, the words used in thespecification are words of description rather than limitation, and it isunderstood that various changes may be made without departing from thespirit and scope of the disclosure. In addition, modifications may bemade without departing from the essential teachings of the disclosure.Furthermore, the features of various implementing embodiments may becombined to form further embodiments of the disclosure.

Insofar as the description above and the accompanying drawing discloseany additional subject matter that is not within the scope of the claimsbelow, the embodiments are not dedicated to the public and the right tofile one or more applications to claim such additional embodiments isreserved.

What is claimed is:
 1. A soft capture system for moving a transportationvehicle to an airdock in a high-speed, low-pressure transportationsystem, wherein the airdock provides a pathway for off-loading andloading of passengers and/or cargo to the transportation vehicle, thesoft capture system comprising: a movement system operable to reduce agap between the transportation vehicle and the airdock and to align theairdock with a door of the transportation vehicle.
 2. The soft capturesystem of claim 1, wherein the movement system is operable to move thetransportation vehicle relative to the airdock to reduce the gap betweenthe transportation vehicle and the airdock.
 3. The soft capture systemof claim 1, wherein the movement system is operable to move the airdockrelative to the transportation vehicle to reduce the gap between thetransportation vehicle and the airdock.
 4. The soft capture system ofclaim 2, wherein the movement system is operable to engage with thetransportation vehicle to move the transportation vehicle relative tothe airdock.
 5. The soft capture system of claim 2, wherein the movementsystem is operable to move the transportation vehicle laterally to movethe transportation vehicle relative to the airdock.
 6. The soft capturesystem of claim 5, wherein the movement system comprises a plurality oflinkage mechanisms arranged on the airdock, each linkage mechanismcomprising an engager configured for engaging with a correspondingcapture hook engagement on the transportation vehicle.
 7. The softcapture system of claim 6, wherein the movement system further comprisesat least one tensioning mechanism connected to each linkage mechanism,wherein the transportation vehicle is moved laterally relative to theairdock by tensioning mechanisms.
 8. The soft capture system of claim 2,wherein the movement system is operable to move a landing pad on whichthe transportation vehicle is engaged with to move the transportationvehicle relative to the airdock.
 9. The soft capture system of claim 6,wherein the movement system is operable to swing the transportationvehicle around a pivot to move the transportation vehicle relative tothe airdock.
 10. The soft capture system of claim 7, wherein themovement system comprises an actuator operable to: retract the landingpad to pull the transportation vehicle upwardly around the pivot to movethe transportation vehicle towards the airdock; and extend to allow thetransportation vehicle to move downwardly around the pivot away from theairdock.
 11. The soft capture system of claim 2, wherein the movementsystem is operable to pull the transportation vehicle while thetransportation vehicle is arranged on a landing pad, wherein the landingpad has an inclined landing surface that inclines upwardly towards theairdock.
 12. The soft capture system of claim 11, wherein the movementsystem comprises an actuator operable to engage with the transportationvehicle and: retract to pull the transportation vehicle upwardly alongthe inclined surface to move the transportation vehicle towards theairdock; and extend to allow the transportation vehicle to movedownwardly along the inclined surface away from the airdock.
 13. Thesoft capture system of claim 1, wherein each of the airdock and thetransportation vehicle include at least one of alignment projections andalignment recesses that are operable to align the airdock with thetransportation vehicle as the gap is reduced.
 14. The soft capturesystem of claim 1, wherein the soft capture system is operable to reducethe gap between the transportation vehicle and the airdock while thetransportation vehicle is landed on a landing pad.
 15. The soft capturesystem of claim 1, wherein the soft capture system is operable to reducethe gap between the transportation vehicle and the airdock while thetransportation vehicle hovers at a distance from a landing pad.
 16. Thesoft capture system of claim 3, wherein the movement system comprises asuspension and guideway operable to move the airdock relative to thetransportation vehicle to reduce the gap between the transportationvehicle and the airdock.
 17. A method of operating a soft capture systemfor moving a transportation vehicle to an airdock in a high-speed,low-pressure transportation system, wherein the airdock provides apathway for off-loading and loading of passengers and/or cargo to thetransportation vehicle, the method comprising: reducing a gap betweenthe transportation vehicle and the airdock and aligning the airdock witha door of the transportation vehicle.
 18. The method of claim 17,wherein the reducing the gap between the transportation vehicle and theairdock comprises moving the transportation vehicle relative to theairdock.
 19. The method of claim 17, wherein the reducing the gapbetween the transportation vehicle and the airdock comprises moving theairdock relative to the transportation vehicle.
 20. The method of claim18, wherein the reducing the gap comprises moving a landing pad on whichthe transportation vehicle is engaged with to move the transportationvehicle relative to the airdock.